Internal-combustion engine.



0. DAY, 6. E. WINDELEII & P. GRANT.

INTERNAL COMBUSTION ENGINE.

APPLICATION FILEI) MAK- I, I9I6- l I Patented Apr. 3, 1-911! Inventor-s Charles Dag,

@e Edward Windeler; Peter- Grant, I

a h. a a .4

cEAELEs DAY, GEORGE EDWARD WINDELER, AND PETER GRANT, 0 HAZEL eEovE,

NEAR STOGKI'ORT, ENGLAND, AssIeNoEs T0 GENERAL ELEc'rEIo coMrANY, A:

conroEA'rIoN on NEW YOR INTERNAL-COMBUSTION ENG-ENE.

Application filed March 16, 1916. Serial No. 84,709.

To all whom it may concern:

Be it known that we, CHARLES DAY, GEORGE EDWARD WINDELER, and PETER GRANT,.subjects of the King of Great Brit- 'ain, and residents of Hazel Grove, near Stockport, county of Chester, England, have invented certain new and useful Improvements in Internal-Combustion Engines, of whichthe-followingis a specification.

The present invention relates to internal combustion engines in which liquid fuel is forced intothe cylinder or cylinders by compressed airfu'rnished by a suitable air compressor. In the operation of such engines it is desirable that the pressure of the air furnished by the compressor shall vary Withthe load on the engine; 2'. 6., increase as the load increases and vice versa.

The object of the present invention is to provide an'improved arrangement for this purpose which will automatically vary the pressure in accordance with the load.

For a consideration of what we believe to be novel and our invention, attention is directed to the accompanying specification and the claims appended thereto.

In the accompanying drawing Figure 1 is a sectional view of a diagrammatic nature illustrating an embodiment of our invention, and Fig. 2 is a detailed sectional view of a modification.

Referring to the drawing, 9 indicates a portion of the casing of an air compressor and 10 its inlet, said compressor being used tosupply compressed air for injecting fuel into an internal combustion engine. 11 is a valve casing which is connected to the inlet 10 by a conduit 12 fastened to the inlet by bolts 13. Inside the valve casing are two concentric valves 14 and 15. The outer valve 14 has an opening 16 which is adapted to valve casing 11 and is, connected. to a movable abutment 19 which slides in a cyllnder 20, which cylinder is preferably formed integral with the valve casing. 21 is a spring which is arranged between the movable abutment 19 and the valve casing and which Specification of Letters Patent.

Patented Apr. 3}, 19 17.

tends to bias the valve 14 to a position where its opening 16 is in alinement with the conduit 12. The lower end of the cylinder 20 is connected by a conduit 22 to the delivery conduit of the compressor or to theireceiver containing a compressed air supply for; the engine. The movable abutment 19, there-Y for, on. the side opposite to thespring21 :is subjected to the pressure of the air delivered'.

by the compressor. 23 indicates a portion of.

an internal combustion engine and 24 its governor which may be of any suitable type. The valve 15 is connected to thegovernor by stem 25 and lever 26 which is pivoted at 27- on a fixed support 28. One end of this lever, is in engagement with the stem 25, while the other engages the sliding sleeve 29 of the governor. The valve 15 is provided withopenings 30 through which air-is admitted to the valve casing from whichit flows .to the compressor. x

The operation is as follows: Assume that the engine is working and the valves 14 and 15 are in the position shown in Fig. 1. Air. to the compressor enters by way of openings 30 to the interior of the valve casing and thence byway of openings 17 and 16 tothe conduit 12 and into the compressor. If, now; the compressor for any' reason fails to fully maintain the desired pressure, the movable abutment 19 will be forced downwardby the spring 21. This will lower the valve 14 and bring the opening 16 to a position where it overlaps further the opening 17 thereby admitting more air to the compressor and preventing further drop in pressure. Onthe other hand, should the pressure in the re ceiver rise the piston 19 would be forced up and the air opening to thecompressor re duced, with the result that less air will pass to the compressor and further rise of pressure prevented.

Should the load on the engine increase the engine speed will fall and the governor drop a little. This will raise the valve 15,

bringing the port 17 more fully into alineinent with port 16, thereby admitting more air to the compressor. On the other hand, should the speed of the engine increase, in dicating a falling off in the load, the reverse action will take, place, the valve. 1'5v being lowered and diminishing the supply ofair.

' to the compressor. .By this arrangement it will be seen that the pressureof the air delivered by the compressor and that in the receiver is varied in accordance with the is forced up' to such an extent as tobring the opening 16 entirely out of registry with the conduit 12. This, then, completely cuts off the supply of air to the compressor. In Fig. 1 of the drawing the valve 14 is shown as having almost reached the point where the supply of air to the compressor'is completely shut 011".

Various arrangements for connecting the valve mechanism to the governor and of the pressure responsive device may be used. For example, in Fig. 2 we have shown a modified form of movable abutment which comprises a corrugated diaphragm 32 arranged in a casing 33. 34 is a compressed air conduit corresponding to conduit 22 of Fig.

- 1, and 35 is the outer valve member corresponding to the valve 14 of Fig. 1. The operation of the arrangement shown in Fig. 2 is the same as that already described,

In accordance with provisions of the patent statutes, we have described the'principle of operation of our invention, together with by the compressor for the apparatus which we now consider to represent the best embodiment thereof; but we desire to have it understood that the apparatus shown is only illustrative and that the invention can be carried out by other means.

What we claim as new and desire to secure by Letters Patent of the United States,is: r

1. The combination with an internal combustion engine and a compressor for supplying air thereto for injecting f11el into it, of a plurality of valves for controlling the admission of air to the inlet of the compressor, means responsive to the load on the engine for positioning one of said valves, andzmeans responsive to pressure of the air delivered positioning another of said valves. a

2. The combination with an internal combustion engineand a compressor for supply-= ing air thereto for injecting fuel into it, of a valve casing associated with the admission end of the compressor and having two valves therein which mutually control the admission of air to the compressor,

means responsive to the load on the engine for posltlomng one of said valves, and means responsive to the pressure of the air delivered by the compressor for positioning another of said valves.

3. The combination with an internal cornbustion engine and a compressor for supplymg air thereto for injecting fuel into it of a plurality of valves for controlling the admission of air to'the inlet of the compressor, means responsive to the load on the engine for positioning one of said valves, and means responsive to the pressure of the air delivered by the compressor for positioning another of said valves, said last named valve being arranged to completely out off theadmission of air to the compressor when the pressure exceeds a predetermined value.

4. The combination with an internal combustion engine and a compressor for supplying air thereto for injecting fuel into it, of a valve casing connected to the inlet of the compressor and having an opening oommunicating therewith, two valves in the easing which slide one within the other and have openings which are arranged to register with each other and with the opening inthe valve casing, and means connected with the valves and responsive respectively to the load on the engine and to the pressure of the air delivered by the compressor for positioning said valves tobring the openings in them into and out of alin'ement.

5. The combination with an internal combustion engine and a compressor for supplying air thereto for injecting fuel-into it, of a valve casing connected to the inlet of the compressor and having an opening communicating therewith, two valves in the casing which slide one within the other and have openings which are arranged to register with each other and with the opening in the valve casing, means connected with one of said valves for positioning it in accordance with the load on the engine, and means connected with the other for positioning it in accordance with the pressure of the air delivered by the compressor, said last named means being adapted to position the valve to completely out ofi the admission of air to the compressor when the pressure exceeds a predetermined value.

6. The combination with an internal combustion engine and a compressor for supplying air thereto for injecting fuel into it, of a valve mechanism for controllng the admission of air to the inlet of the compressor, a speed governor connected to the valve mechanism. and a pressure device responsive to the delivery pressure of the compressor also connected thereto, said governor and ing air thereto for: injecting fuel into it, of

a valve casing connected to the inlet of the compressor and having an opening communicating therewith, two valves in the easing which slide one within the other and have openings which are arranged to regisment connected to the other, and a conduit 10 for conveying the pressure delivered by the compressor to the movable abutment.

In witness whereof, we have hereunto set our hands this 1st day of March 1916.

GEAR-LES DAY. GEORGE EDWARD WINDELER. PETER GRAN T. 

